Spm Overview

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SPM OFFSHORE TERMINALS

AN OVERVIEW

By : R. P. Shriwas

WHAT DO WE PERCEIVE BY THE TERMINOLOGY

“OFFSHORE FACILITIES”

?

• “A facility created at the sea, away from sea-shore for unloading/ loading of liquid cargo which normally consists of buoy, anchor chains, mooring ropes, floating hoses, submarine hoses, PLEM, submarine pipelines connecting to shore tanks, loop line connecting the two or more terminals”

A TYPICAL OFFSHORE TERMINAL CAN BE DEFINED AS:

SINGLE BUOY MOORING SYSTEM FOR CRUDE UNLOADING FACILITY (A PICTORIAL VIEW)

Oil Tanker

Mooring rope

SPM Buoy

Hawser

14” CIRC.Nylon Mooring rope (54.8 m each)

Rubber hoses (24” dia) (length approx. 300 m each)

LOALOA

SINGLE BUOY MOORING SYSTEM FOR CRUDE UNLOADING FACILITY (A SCHEMATIC VIEW OF SIMULTANEOUS OPERATION)

• What is an SPM?– A Single Pont Mooring System is a complete, self-contained

offshore terminal facility which provides the means for both mooring and transferring cargo of very large transport vessels or floating offshore facilities.

• Why an SPM is required?– While larger vessels such as VLCC and ULCC have significant

cost-advantages, they need very high draft (more than 20 metres) for movement which is mostly not available near shores. SPM systems are regarded as instant port since they can be installed in deeper areas without any need for construction of jetties.

– SPM system facilitate faster turnaround of vessels.– When production facilities are into deep sea, an SPM is best way

for cargo transfers via vessels.

Single Point Mooring : An Overview

– All SPMs moor a vessel to a single point and allow the vessel to weathervane about that point, in response to dynamic sea environment of varying sea current and wind.

– SPM systems are designed not to be rigid and contains energy absorption means such as stretchable mooring ropes and anchor chains catenaries.

– All SPMs have a floating buoy anchored to seabed through anchor chains secured on piles. This buoy has a floating hose system for cargo transport, comprising of floating hoses and sub-sea hoses. The floating hoses connect between the buoy and the vessel whereas the sub-sea hoses connect between buoy and the sub-sea pipeline.

Salient Features of an SPM System

There are 5 main components of an

SPM system:

a. Buoy with central swivel and rotating arm

b. Anchoring System (Chains)

c. Product Transfer System (Floating & Underbuoy Hoses)

d. Mooring System

e. Pipeline End Manifold


Floating Hoses

Mooring Ropes

Pipe Arm

Mooring Arm

Balance Arm

Navigation Light


• SPM system design is site and need specific. Primary design factors include

• Size of largest vessel to be accommodated including dimensions and range of vessel sizes.

• Number of products to be handled including type(s) of fluids, maximum flow rates and maximum operating pressure.

• Water depth and tidal range• Maximum operating and maximum survival environmental

conditions (including waves, current, wind and their relative angles)

• Seabed characteristics• Design life of system• Site specific conditions such as earthquake

DESIGN FEATURES OF AN SPM

– CALM (Catenary Anchor Leg Mooring)• It consists of a buoy anchored by 4 or more chains extending

in catenaries to anchor points on sea floor.– SALM (Single Anchor Leg Mooring)

• It consists of a buoy which is anchored to a base on sea floor through a pre-tensioned single anchor leg consisting of a pipe riser pivoted on universal joint and a short anchor chain with a chain swivel.

– VALM (Vertical Anchor Leg Mooring)• It consists of a buoy with 3 or more vertical pre-tensioned

chains anchored on seabed.– SPMT (Single Point Mooring Tower)

• It consists of a rigid structure erected on seabed and extended upto above water surface with a mounted turret on a swivel.

TYPES OF SPM

SALM Buoy

Chain

Chain Universal Joint

Swivel

Mooring Base

Riser Universal Jt.Pipeline on Sea-bed

VALM Buoy

Pre-tensioned Chains

Sea-bed Anchor Pile

Swivel

Platform

Riser

Single Point Mooring Tower

Sub-sea line

TYPES OF SPM

• Upon arrival at terminal tankers are piloted to the SPM and then moored to it.

• For mooring of the vessel to the buoy, the messenger line is first taken onboard tanker with help of support boats.

• The messenger line is gradually rolled over the winch on the tanker and collected onboard vessel.

• Anti-chaffing chain is connected to the end of the 50 m messenger rope. This chain is locked into the chain-lockers onboard the vessel.

• A Pull-back tug is then connected to the aft of the vessel and it keeps pulling the vessel away from the buoy.

• Upon completion of mooring operation, the tanker rail hoses on floating hose string are taken onboard vessel and connected to the manifold for cargo discharge.

MOORING OF TANKER

– Turn-table for rotation– Mooring ropes for visual condition including scheduled

replacements before every monsoon– Mooring shackles and anti-chaffing chains for visual

inspection and replacements as required– Support buoy for visual inspection and replacements as

required

– Floating Jackets for visual inspection and replacements as required

TANKER MOORING SYSTEM - CHECKS

– PDU for positive sealing and lubrication (free movement)– Floating and sub-sea hoses for visual inspection of their integrity– Floating hoses for free movement– Camlock couplings with blinds for positive sealing and proper

operation– All flanged joints and expansion joints for positive sealing– All valves including PLEM valves for positive sealing, shut-off

operation and free movementScheduled floating and sub-sea hose replacements upon completion of their stipulated service life

– Hose Pick-up gear on Tanker Rail Hose– Scheduled hydro-testing for integrity of SPM systems

PRODUCT TRANSFER SYSTEM - CHECKS

– Cathodic Protection system for inspection regarding proper protection against corrosion

– Inspection of proper draft, keel, hatch cover, chain locker, cross tie-bars, foam chambers etc. for buoy stability and safety

– Navigation Light, winker light and FOG Horn for proper operation– Onboard safety equipment including extinguishers and bilge

pump for proper operation– Sub-sea hose for inspection of configuration– PLEM spool piece and sub-sea line for inspection of integrity– Proper painting of buoy and appurtenances

– Regular watch on sea and weather condition

SAFETY SYSTEM - CHECKS

Now the questions are ;

Inspection : What to inspect?

When to inspect?

How to inspect?

Monitoring : What to monitor ?

When to monitor?

How to monitor?

Operation : What we need to do ourselves?

What we need to get done through others?

Maintenance : What activities are required to be done at what frequency?

Safety aspects : What to look for ensuring safety?

MAIN OBJECTIVES TO BE KEPT IN FOCUS ALL THE TIME

• The SPM terminals and allied facilities are in fit-for-purpose condition to berth the tanker without loss of any time on terminal’s account.

• The tanker berthing/discharge/cast off is completed within the quickest possible time.

• No leak/spillage takes place

• No damage is caused to SPM terminal/facilities by the tanker.

• No abnormal situation, leading to hose failure is caused either due to mal operation by tanker or at shore tank farm.

• The requisite/entire quantity of cargo is delivered by the tanker.

• The assessment of water present in the cargo tanks of the tanker is done accurately.

• All the required documents/ samples are collected from the tanker before she casts off.

• Timely protests are submitted in regard to short comings on the part of tanker.

• Prompt-actions are initiated to combat the oil spills if encountered/ noticed either from our own terminal or tanker or from any other sources.

• To answer the above questions and achieve the objectives one has

to understand the entire activities related to an offshore terminal.

• Based on experience and laid down procedures, various aspects of operation / maintenance / inspection/safety measures etc is covered in the coming slides.

MARINE ACTIVITIES ENVISAGED

Marine activities are very critical and requires extra attention all the time because of size of operation and environmental sensitivity.

Following are the main activities of the Marine department

1. Co-ordination with Port Authorities for port related matters.

2. Tankers and SPM operation

3. Co-ordination with custom, custom formalities and pending matters related to finalization of duty including show-cause notices/ appeals matters.

4. Co-ordination with coast guard for SPM security and pollution control matters.

5. Co-ordination with agents from Oil Company side & Tanker owner agents.

6. Maintenance of SPMs and material procurement.

7. Maintenance of Oil spill response equipments – Tier one.

8. Co-ordination with service provider for SPM maintenance related, oil-spill response equipment related matters and for security for SPMs.

MARINE ACTIVITIES ENVISAGED

9. Operation of quality control laboratory for testing of crude samples and water samples for environment protection.

10. Oil accounting and reconciliation

11. Co-ordination with shipping, central dispatch, refinery headquarter, refinery units and pipeline headquarter for tanker scheduling, berthing, receipt of tanker documents, dispatch of bill of entries/ shipping bills, getting rates of FOB tankers, AFRA/World scale etc.

12. Co-ordination with Oil Company’s surveyor company on contract.

13. Dispatch of all tanker related documents/ urgent correspondence/ to concerned locations and external agencies.

PORT RELATED MATTERS

For tanker berthing, tanker operation, pollution control, boarding of ships and for other port related matter regular co-ordination is required to be maintained with Port Office and Port Control. Following activities are directly related with the Port.

1. Booking of pilot memo.

2. Submission of request for tug hiring.

3. Advance payment for tug hiring.

4. Coordinating time for tug leaving.

5. Coordinating for ship arrival time confirmation.

6. Coordinating for tanker berthing and operation.

7. Coordinating for tanker cast off.

8. Coordinating for oil spill response

9. Coordinating for safety and security of SPMs

10. Coordinating for material shifting and SPM maintenance

11. Adjustment of advance against bills for finalisation of tug hire charges, barge hire charges and other charges.

12. Permission for visit of senior officials/ VIP to SPMs from Port Authorities and customs.

PORT RELATED ROUTINE JOBS

Port assists in berthing the tanker. For that one has to file the pilot memo.

1. Pilot memo to be filed in advance I.e. 24 hr. before & for double berthing 36 hr. before. Accordingly agent to be asked to bring pilot memo for our endorsement.

2. Port prov. Wharfage charges & tug hire charges ( payment to be sent for each tanker before the berthing.

3. Sending of actual wharfage bills to port by enclosing custom B/E copy for Imported Tanker and out turn for BH tanker.

4. Obtaining the actual wharfage bill from port after their verification and tug bill from them for further adjustment / payment.

5. Reconciliation of port payment status to be done on monthly basis to cheque more/less payment to port.

6. In case of Oil Company chartered vessel besides wharfage & tug hire charges we have to make other charges I.e. pilotage/ mooring dues/ shift dues / pilot outward/ inward, pilot stay, steam dues, pull back charges etc.

TANKER OPERATION

Tanker berthing/ tanker mooring/ ullaging/ surveying / connection to terminal/ lining-up at shore/ commencement of discharge:-

TANKER BERTHING

1. Boarding officer and port pilot along with surveyor and custom personnel leaves the jetty and boards the approaching tanker.

2. After boarding the tanker, port pilot takes over the control of the ship for berthing.

3. Boarding officer jointly with chief officer inspects all safety point/ pollution control measures of the tanker and ensures safety.

4. Port tug takes position behind the tanker and takes rope from the tanker to be ready for pull back in case of failure of ship engine and assist berthing.

5. With controlled slow speed ship moves towards the SPM/ jetty.

6. As ship approaches near the SPM, boats of terminal operator takes the pilot rope from the tanker and connects to the messenger rope attached with mooring rope.

TANKER OPERATION

TANKER MOORING

1. Tanker is moored to the buoy by double leg mooring hawsers.

2. Ships takes the messenger rope and connects with winch drum/ winch reel and starts pulling slowly.

3. Upon completion of winding up of messenger rope, antichaffing chain connected with the mooring rope is secured to the chain stopper,

4. It has to be ensured that both the ropes are having equal tension.

5. Mooring load tends to shift from one rope to another rope due to dynamic loads of wind and current. Parting of the mooring rope can be very serious and can cause damage to flexible hoses.

6. With forward fast, main pullback ropes are passed to pullback tug and the tug is made fast to start pull back operation.

TANKER OPERATION

TANKER ULLAGING / SURVEYING

1. Prior notice to tanker for ullaging and starting IG system.

2. Boarding officer, owner surveyor, receiver surveyor and chief officer of the vessel carry out ullaging cargo tanks.

3. Ullaging is done of every tank with sounding tape and normal dip tape to ascertain dip of oil and free water with recording of temperature.

4. Draft survey is carried out, and trim and list are checked.

5. All agencies carry out the calculation of cargo and free water with help of ASTM tables (ASTM 54 & 56)

6. During ullaging, customs inspector witness the measurements.

7. Opening meeting and signing of the ullaging documents is done with chief officer.

8. Chief officer of tanker provides discharge plan.

9. Combined checking is done by BO/Chief officer to ensure compliance of ship-shore safety check list.

SHIP/SHORE SAFETY CHECK LIST

1. Are Smoking regulations being observed

2. Are galley requirements being observed.

3. Are NAKED LIGHT regulations being observed

4. Are electrical cables to portable equipment disconnected from power?

5. Are the ship’s main transmitting serial switched off?

6. Are hand torches of an approved type?

7. Are portable VHF/UHF transceiver sets of approve design.

8. Are all external doors and ports in the amidship accommodation closed?

9. Are all doors and ports of the accommodation chambers, which are required to be closed in fact closed?

10. Are ventilators suitably trimmed with regard to prevailing wind conditions?

11. Are unsafe air conditioning intakes closed?

12. Are window type air conditioning units disconnected?

13. Is the ship securely moored and agreement reached on use of tug for pull back operation?

14. Are cargo/bunker hoses in good condition?

15. Are cargo/bunker hoses properly rigged?


16. Are unused cargo/bunker connections blanked?

17. Is the steam discharge line (if fitted) blanked?

18. Is sea and overboard discharge valves (when not in use) closed and lashed?

19. Are scuppers effectively plugged?

20. Is the agreed ship/shore communication on ch. 12 and 07 US working?

21. Are all cargo/bunker tank lids closed?

22. Is the agreed tank venting system being used?

23. Are fire hoses and equipment ready for use?

24. Is ship emergency fire control plan located externally?

25. Are emergency towing wired correctly positioned?

26. Is the ship ready to move under its own power?

27. Is round-the-clock watch being maintained by the ship on the SPM, its floating hoses and at the manifold?

28. Have the procedures for cargo and ballast handling agreed?

29. Has the emergency shutdown procedure been agreed?

30. Is there provision for emergency escape possibility?


31. Are sufficient personnel onboard and ashore to deal with an emergency?

32. Have measures been taken to ensure sufficient pump room ventilation?

33. Is the inert gas system fully operational and in good working order?

34. Are all persons for cargo operations aware that in case of failure of IG system, discharge operations are to cease and terminal to be advised?

35. Have the fixed and portable oxygen analyzers been calibrated and are they working properly?

36. Is the pre-arrival Cow checklist, as contained in the approved COW manual, satisfactorily properly?

37. Is the COW checklist for use before, during and after COW, as contained in the approved COW manual available and agreed to be used?

TANKER OPERATION

CONNECTION TO SPM/ TERMINAL

1. After all fast, hose connection gang (contract-team) connects flexible hoses with ships manifold at port side of the tanker while ullaging is being done.

2. Hose connecting gang opens the butterfly valves on both hose strings and confirms to boarding officer .

3. Boarding officer informs the chief officer of the tanker about the same.

LINING UP AT SHORE

1. Gauging officer will line up the receiving tanks by opening the tank and shore valves.

2. Gauging officer gives clearances to the boarding officer on tanker for readiness to receive the cargo.

3. Receiver survey and customs inspector witness the tank lining-up operation.

• Inspection of hoses to ensure no damage/ leakage/ breakage/looseness is there.

• Inspection of mooring ropes for their sound health

• Inspection of under buoy hoses for their integrity as well as correct configuration (depending on availability of time)

• Opening of deck-valves, sub sea valves including functioning of hydraulic control unit

• Integrity of the entire system from damage/leakage/spillage point of view.

• Inspection of navigational aids for their proper functioning.

ACTIVITIES TO BE PERFORMED BEFORE TANKER BERTHING

TANKER OPERATION

COMMENCEMENT OF DISCHARGE

1. Boarding officer gives notice of readiness in writing to tanker and conveys message to gauging officer at shore

2. Tanker starts the discharge pumps with low pressure and checks pressure at manifold. Checks appropriate pressure of IG also.

3. Opens the manifold valves of tanker and checks for leakages and flow of cargo.

4. On ensuring compliance with all safety norms, commences the cargo discharge gradually.

5. Boarding officer confirms to shore for commencement of discharge and ensures start of receipt of cargo .

6. Boarding officer conveys expected time of discharge completion of the tanker and cast off as per feed back from chief officer.

TYPE OF VIGIL/ COMMUNICATION ESSENTIALLY TO BE MAINTAINED DURING CARGO DISCHARGE

1. Boarding officer (BO) maintains round the clock communication with shore, tanker, pull back tug, port, agents, coast-guard and customs.

2. BO takes round on the tanker deck for safety of vessel and SPM and ensures no hot jobs on tanker.

3. port pilot keeps close watch on pull back operation and ensures proper pullback to maintain safe distance between ship and SPM for safety of SPM.

4. BO carries out regular check on pollution aspects on & around ship from deck.

5. Periodic communication check with shore and port.

6. Hourly dipping of shore tanks and matching of cargo discharge figures with tanker.

7. BO keeps standby in CCR during shore tank change over. Receiving from shore gauging officer expected time of change over. Information to tanker and close monitoring of discharge pressure / flow during change over .

ACTIVITIES AFTER COMPLETION OF CARGO DISCHARGE

1. Information passed to shore by BO for completion of cargo discharge.

2. BO along with surveyors and chief officer carries out ullaging of all tanks of tanker in presence of custom officer.

3. Calculation of the ROB (remaining on board) quantity.

4. Ensuring ship manifold valve and butterfly valves are closed.

5. Ensuring hose strings are disconnected by hose connecting gang.

6. Lowering of tools and tackles of hose connecting/ disconnecting team.

7. BO compares discharge v/s receipt quantities.

8. Issue of protest letters of discrepancies if any.

9. After getting final figure from the shore, final cargo discharge report is prepared and signed by BO, surveyors and master of the vessel/ chief officer.

10. Conveying final discharge figures to shore/ receiving final shore receipt figures from gauging officer.

11. Filling of statement of fact.

12. Conducting closing meeting with all the recording.

13. Prior notice to tanker (master) and the port pilot.

ACTIVITIES AFTER COMPLETION OF CARGO DISCHARGE

14. Information to port control and tug for preparing to cast off .

15. Handing over of port clearance to the vessel from custom, arranged by the owners agent.

16. Closing meeting with all and recording of facts/ signing.

17. Clearance by boarding officer to tanker for cast-off.

18. Un-mooring of tanker and dropping of mooring ropes.

19. Pull back-tug cast off.

20. Vessel starts engine and then cast off by the port pilot.

21. Boarding officer, surveyors, pilot custom officer and agents disembark from the vessel at a safe distance from SPM (around 2 to 2.5 k miles)

22. Vessel sails out to outer anchorage/ next port.

ACTIVITIES AFTER COMPLETION OF RECEIPT AND SETTLING TIME

1. After completion of receipt from tanker every shore tank is given 24 hours settling time.

2. After settling time, ullaging is carried out for crude oil dip and free water dip. Temperature reading is noted & samples are collected. Thereafter dip memo is prepared.

3. Signing of dip memo by gauging officer and surveyor.

4. Free water is then drained off from the tank (if found).

5. Testing of crude sample for BS&W and 15 deg. API density

6. Conveying the above to central despatch and control room.

7. Preparing the receipt outturns.

8. Complying with custom formalities:-

a) Submission of challan for amendment.

b) Amendment of bill of entry

c) Preparation of shipping bill and counter signing by custom.

d) Seeking permission for withdrawal to pump in pipeline (since all tanks are bonded and duty is paid at refinery end).

DOCUMENTS AND SAMPLES TO BE COLLECTED FROM THE MASTER OF THE TANKER

1) DOCUMENTS • Bill of lading

• Certificate of origin

• Certificate of quantity & quality

• Loading time sheet

• Ullage report of load port

• Master’s receipts of crude oil samples

• Distribution of documents

• Prior loading tanks dry certificate, obq, slop, survey report certificates etc.

• A copy of any protest letter given on load port.

• Vessel experience factor certificate

• Custody transfer certificate in case of Indigenous Cargo

2) SAMPLES• Load port/ mother vessel’s crude samples.

• After loading composite samples of vessel’s tanks.

• Ballast tanks water and seawater samples.

DAILY INSPECTION AND MAINTENANCE

• Inspection of buoy for free floatation.

• Checking floating hoses for free floatation,entangled condition and inspection for kink on the hoses.

• Examine tightness of cross tie bars, hatches and chain lockers.

• Examining mooring assemblies for free floatation.

• Inspection of expansion joints and flanges for leakage, examining navigation lights.

• To keep watch on sea condition in respect of wind speed, swell, etc.

• Inspection of all structurals and product distribution components, valves, piping etc.

• On tanker free days daily pressure recording on SPMs hydraulic control unit and PDU.

• Inspection of double carcass under buoy hoses before each tanker mooring and after each tanker discharge.

• The spindle type mechanical alarm indicator mounted on the Double carcass subsea hoses shall be checked to ensure that there is no failure of the primary carcass.

WEEKLY INSPECTION AND MAINTENANCE

• Examine surface hose strings for external damage, loose flange bolts, rubbing with each other or missing floats etc.

• Examine mooring ropes and ancillary equipment such as supporting buoys, anti-chafe chains, wire ropes, hawser floats, triangular plates and chain links on the turntables of buoys and shackles of the mooring equipment etc.

• Before buoys being disconnected from the tanker manifold rail hose and its assembly should be examined for signs of damage specially at the point of maximum bending on the ship’s rail.

• Before each tanker is unmoored, anti-chafe chains, triangular plates, pick up wire ropes, shackles attached to the ship’s end of the mooring ropes shall be inspected for any physical damage or any other abnormalities .

• Test the navigation light and aids to ensure that they are in working condition.

• Test the batteries to ensure that they are in a charged condition by checking the output voltage of each battery set with a voltmeter.

MONTHLY INSPECTION AND INSPECTION AFTER A PERIOD OF BAD WEATHER

• Inspection, Lubrication and greasing shall be carried out .

• The general condition of the buoys, ropes and floating hoses shall be inspected.

• The flanges, bolts and nuts and other fittings of the under buoy hoses and hydraulic hose clamps shall be checked thoroughly against loose connection, external damage and corrosion.

• The Double Carcass underbuoy hoses and hydraulic hoses shall be examined for external damage, loose flange bolts and worn or broken connectors. Configuration of underbuoy hoses shall be checked both in low and high water fortnightly. If necessary, position of hinged body bead floats to be adjusted/ added/ subtracted as the case may be in order to achieve the configuration as given on drawings of SPM supplier.

• Routine check and maintenance of the hydraulic control unit system .

• Routine check and maintenance of the PLEM valves including operation of the same by surface control unit/ nitrogen cylinder. Valves provided on submarine pipelines/ loopline shall also be inspected/ maintained.

• The submarine pipelines shall be inspected at the interval of once in three months along the entire route of pipelines, however, the exposed portion of the pipes will be inspected every month.

• Potential difference readings of the Cathodic Protection Systems for submarine pipelines shall be taken at the PLEMs.

• Wall thickness of PLEMS shall be measured once in a month by underwater ultrasonic thickness gauge

MONTHLY INSPECTION AND INSPECTION AFTER A PERIOD OF BAD WEATHER

INSPECTION AND MAINTENANCE AFTER EVERY THREE MONTHS

After every three months and soon after an extended period of bad weather, the anchor chains of the Buoys shall be examined for :-

• Lost tension due to straightening of pendants .

• Chain wear, close by the underside of the fender skirt and the chains retensioned. The designated tension of the chains is obtained when the inclination of the chain to the horizontal is 600 (sixty degree) measured at the fender skirts of the SPM to mean sea level (MSL) on 34.9 metres water depth.

• After pendants have been satisfactorily tensioned the buoy shall be within 1.0 metre of its intended position relative to the centre of the PLEM.

• The suspended length of the chain pendants shall be inspected visually and spot checks on wear down made.

• During the chain maintenance if it is required, the reversal of dip section ends of chains has to be carried out. Maint. of chain also include cleaning it from sea growth, painting with anti-corrosive paint etc.

• The drift of the buoys shall be measured with respect to PLEMS and shall be corrected by tensioning anchor chains using derrick on SBM or maintenance vessel’s lifting tackle.

• Whether or not adjustment of chain tension is found to be necessary, all chain stoppers shall be lifted from their sockets to break any bond which may have developed due to marine growth or other causes.

• Cathodic Protection anodes of the buoys shall be inspected visually for damage or abnormal rate of wastage.

• Pressure test of the strings of the floating hoses alongwith submarine hoses shall be carried out.

• Pressure test shall be applied to the underbuoy hoses during which the turntable shall be rotated and the oil swivel checked for leakage.

• All bolts on the oil swivel and the turntable pipe work shall be checked for tightness.

• Mooring ropes shall be measured for elongation.• Batteries for the buoy lights shall be checked for low electrolyte level and

charge. • Damage to painting shall be restored with two coats of red lead and two

coats of paint in the required colours .

INSPECTION AND MAINTENANCE AFTER EVERY THREE MONTHS

YEARLY INSPECTION AND MAINTENANCE

• The oil swivel seals shall be examined.

• Expansion joints shall be examined and replaced if they are damaged.

• One mooring chain pendant of both the SPMS shall be disconnected from the buoy-skirts and as great a length as possible brought above water for thorough examination.

AS REQUIRED MAINTENANCE

a) Underbuoy hose strings shall be inspected for any kinking, chaffing, loose bolts and configuration after every extended period of bad weather and defects shall be made good at the earliest.

b) Replacement of underbuoy hoses.c) Replacement of floating hoses.d) Replacement of mooring hawsers.e) Overhauling of valves/connectors/air motors/air pump etc. of hydraulic

control unit. f) Tracking of pig during pigging. g) Replacement of SPM buoy h) Dry-dock repair of SPM buoy i) Replacement of bogie-wheels/wheel assembliesj) Replacement of batteriesk) Replacement of PDU sealsl) Installation of leak clamp/sleeving of pipe/pipe replacement / mechanical

connector in case of emergency arising due to leak/ burst in the submarine pipeline.

INSPECTION,TESTING & REPAIR OF HOSES

HOSES IN STORAGE: All hoses (including both new or old serviceable hoses) which have been stored for more than six months are to be pressure tested at the rated pressure before being placed to service

HOSES IN SERVICE : During the period when the hose is in use, if any damage on hose is observed and is considered critical to the service, the same shall be taken out from use for close examination / testing.

HOSE REPAIR : In case the hoses are found to be repairable, the repair of the hose is to be carried out with the repair materials


PERIODICAL INSPECTION

INSPECTION AND TESTS:

All hoses being taken out from service shall have the following inspections and tests:-

a) Visual inspection.

b) Hydrostatic tests (including elongation check).

c) Vacuum test.

d) Electrical test.


A) VISUAL INSPECTION:

EXTERNAL CHECK: Attention to be paid to

• Serious damage to hose cover and body (cuts, gouge or tears etc.)

• Permanent deformation of hose body.

• Cracks on hose surface.

• Damage to flange surface.

INTERNAL CHECK: Look into the end of hose assembly for irregularities in the lining or nipples by utilizing a flashlight.

i) For linings:

Blisters, bulges, cracks or separation.

Tear, cuts or gouges.

ii) For Nipples:

Cracks

Excessive corrosion.


B) HYDROSTATIC TEST: Each hose shall be tested with water to pressure rating of hoses as follow

(1) Lay out the hose as straight as possible on supports that permit the hose to be elongated freely.

(2) Put blind flanges on both ends and fill with water, vent to remove all air and apply a pressure of 0.7 bar (10 psi).

(3) Measure the overall length of the hose assembly (X).

(4) Increase the pressure over a period of five minutes from 0.7 bar (10 psi) to one-half of the rated pressure, hold this pressure for 10 minutes, then reduce the pressure over a period of five minutes to zero.

(5) Raise the pressure over a period of five minutes to rated pressure and hold for 10 minutes.

(6) Before releasing the full test pressure measure the overall length of the hose assembly (Y) to ascertain the temporary elongation and record the increase as percentage of the original length(X) measured at 0.7 bar (10 psi).


(7) Reduce the pressure over a period of five minutes to zero.

(8) After an interval of at least 15 minutes, raise the pressure again to 0.7bar (10 psi).

(9) Measure the overall length of the hose assembly(Z) to ascertain the permanent elongation, record the increase as a percentage of the

original length(X) measured at 0.7 bar (10 psi).

(10) Reduce the pressure to zero and drain the hose.

EXAMINATION OF ELONGATION:

(i) Temporary elongation(%) (T) = Y-X x 100

X

(ii) Permanent elongation (%) (P) = Z-X x 100

X


VACUUM TEST:

1) This test shall be carried out on hose removed from service for hydrostatic pressure tests.

2) Seal off both ends with transparent plexiglass plates of sufficient strength, using putty as a sealant or by bolting up using a soft rubber gasket. One plate shall be fixed for connection to a vacuum source. Lay a flashlight in this end with its beam directed towards the opposite end. An inspection mirror using sunlight may also be manipulated from outside the plates to provide a proper light source.

3) Apply a vacuum of atleast - 510 millibar gauge (15 inches of mercury) and preferably - 680 millibar gauge (20 inches of mercury) for a period of 10 minutes. Examine inside of the hose by utilizing a light source in one end and directing it's beam to the other end.


ELECTRICAL TEST:

ELECTRICAL CONTINUOUS HOSES: Electrical conductivity should exist between the two end flanges.

Test method:

Test lamp : 4 volt, 0.3 amp lamp

Battery : 4.5 volt.

A dimly lit lamp is sufficient to indicate satisfactory electrical conductivity.

ELECTRICAL DISCONTINUOUS HOSES:

The resistance between the two end flanges of hose should be not less than 25,000 ohms.


TOOLS FOR INSPECTION SHOULD INCLUDE BUT NOT LIMITED TO:-

VISUAL INSPECTION:• Steel tape measure • Slide callipers • Proper light source (a flash light or other moveable light

source). • Wire brush • Spatula (for scraping off shellfish).• Sandpaper

HYDROSTATIC TEST:• Test pump• Pressure gauge• Rubber hose assembly including valves• Blind flanges• Gaskets• Bolts and nuts• Spanners


TOOLS FOR INSPECTION SHOULD INCLUDE BUT NOT LIMITED TO:-

VACUUM TEST:• Vacuum pump• Transparent end closures• Vacuum gauge• Rubber hose assembly including valves• Gasket• Bolts and nuts• Spanners• Proper light source( A flash light or other moveable light)

ELECTRICAL TEST:• Test lamp (4volt,0.3amp)• 4.5 volt battery• Electric cord• 500 volt hand cranked megger

Date post:	28-Dec-2015
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